US4960215A - Friction elastomer draft gear - Google Patents

Friction elastomer draft gear Download PDF

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US4960215A
US4960215A US07/288,663 US28866388A US4960215A US 4960215 A US4960215 A US 4960215A US 28866388 A US28866388 A US 28866388A US 4960215 A US4960215 A US 4960215A
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Prior art keywords
elastomer
series
friction
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plus
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US07/288,663
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English (en)
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Richard A. Carlstedt
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Miner Enterprises Inc
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Miner Enterprises Inc
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Priority to US07/288,663 priority Critical patent/US4960215A/en
Assigned to MINER ENTERPRISES, INC., A CORP. OF DE. reassignment MINER ENTERPRISES, INC., A CORP. OF DE. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: CARLSTEDT, RICHARD A.
Priority to CA002002013A priority patent/CA2002013C/fr
Priority to AU44467/89A priority patent/AU618223B2/en
Priority to MX018353A priority patent/MX166165B/es
Application granted granted Critical
Publication of US4960215A publication Critical patent/US4960215A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/08—Vibration-dampers; Shock-absorbers with friction surfaces rectilinearly movable along each other
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/10—Buffers with combined rubber and metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F3/00—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic
    • F16F3/08—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber
    • F16F3/10—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber combined with springs made of steel or other material having low internal friction

Definitions

  • A.A.R. M-901G-82 was drafted to deal with the proliferation of heavier, 125 ton cars, and specifically the high performance draft gears being employed.
  • the railroad industry adopted a performance specification for rating a draft gear's ability to cushion the collision of one seventy-ton freight car impacting into a stationary seventy-ton car.
  • a collision speed of at least 5.0 MPH must be achieved while the resulting peak force (impact force) acting on each car's coupler remains below 500,000 lbs.
  • a device which passes this threshold test is also tested statically for a resisting force of at least 8,000 lbs.
  • each test gear is subjected to substantial energy input under a drop hammer, after which each gear must repeat the same freight car collision test and again achieve at least 5.0 MPH at less then 500,000 lbs. coupler force.
  • a further requirement is the combined draft and buff travel of the device cannot exceed six and one-half inches. To be successful, most draft gears must undergo long smooth travels during collision, taking advantage of a substantial portion of the available buff travel.
  • the invention hereunder consideration is based upon a friction-type draft gear wherein the friction wedge angles have been modified and the all-steel spring package has been changed with the inclusion of tailored monoblock elastomer springs.
  • four of the six friction surfaces are provided with lubricating bronze inserts.
  • the particular draft gear identified in U.S. Pat. No. 4,735,328 issued Apr. 5, 1988 to Richard A. Carlstedt is a typical friction draft gear.
  • the monoblock elastomer spring employed is disclosed in U.S. Pat. No. 4,198,037 issued Apr. 15, 1980 to David G. Anderson. Both of these patents are incorporated by reference herein.
  • the principal object of the present invention is to provide a friction/elastomer draft gear which meets the requirements of AAR Specification M-901G-82.
  • FIG. 1 is a fragmentary view showing the draft gear in relation to a freight car sill and bolster. Some parts being broken away while other parts are omitted to simplify the illustration;
  • FIG. 2 is a plan view of the draft gear of this invention in cross section
  • FIG. 3 is a end view of the draft gear of FIG. 2;
  • FIGS. 4-10 are plane views of friction component parts of the draft gear
  • FIG. 11 is a second plan view of the draft gear in cross section showing the angles of various components involved;
  • FIG. 12 is a plane view of an elastomer column in the free state
  • FIG. 13 is a end view of FIG. 12;
  • FIG. 14 is a partial view of the elastomer column subject to a preload showing the various dimensions involved.
  • FIG. 15 is a plan view of the draft gear shown in FIG. 2, but at a maximum travel such as when subject to an external force.
  • FIG. 1 is illustrated the friction elastomer draft gear means 10 showing its relationship to the sill means 12 and a portion of the bolster means 14.
  • the follower means 16 is shown positioned adjacent the friction wedges 18a and 18b while the centrally located major axis of the draft gear means 10 is represented by the line 20. It should be understood that the major axis divides the gear into two symmetrical halves, and as can be shown in FIG. 2, runs down the center of the friction plate means 22.
  • the draft gear means 10 includes a hollow housing means 24 having a generally tubular body with a first open end means 26 and a second closed end means or bottom 28, the major axis line 20 being centrally disposed the length thereof.
  • a spring system means 21 incorporating a first and second series of coil steel springs, as well as a first and second series of elastomer spring means, is disposed within the lower portion 27 of said hollow housing means 24 adjacent said second closed end means 28.
  • Included in the first series of coil steel springs is a middle coil spring means 23 having a central void portion means 32
  • included in the second series of coil steel springs is a first, second, third and fourth corner spring means 38a, 38b, 38c and 38d.
  • Each of these springs has a corresponding first, second, third and fourth center void 39a, 39b, 39c and 39d. Occupying the center voids as enumerated are first and second series of elastomer springs, which are interconnected multiple segmented elastomer springs, such as 41, 45a, 45b, 45c, and 45d. In the preferred embodiment each of these elastomer springs are monoblock and is segmented as shown at 43 in FIG. 12. All of the segments are identical and are shown in FIG. 12 in the free state.
  • FIG. 2 shows the preload state and FIG. 15 shows the state when subject to an external load.
  • the friction system portion 40 of this invention is disposed within said first open end means 26 and includes the following elements. Firstly, the friction plate means 22, which is centrally disposed along said major axis 20 having a first end means 42 which extends outwardly from said hollow housing means 24, and a second end means 44 which is shown in contact with the release wedge 46. Disposed on either side of said friction plate are first and second barrier plate means 48a and 48b. Each having first and second end means 50a, 50b, and 52a, 52b, respectively, situated in said first open end means, with second end means 52a and 52b adjacent said second end 44 of said friction plate means 22. It being understood that said first and second barrier plates 48a and 48b are anchored against longitudinal movement with respect to the housing means 24 but respond to lateral pressures.
  • First and second friction wedge means 18a and 18b are disposed on either side of said barrier plates and have first end means 56a and 56b and second end means 58a and 58b. Said first end means extend out from said housing means while said second end means 58a and 58b are situated adjacent to said release wedge means 46. During operation, angle surfaces 59a and 59b of wedge means 18a and 18b cooperate with angle surfaces 61a and 61b of said release wedge means 46.
  • First and second shoe means 60a and 60b are disposed one on either side of said first and second friction wedge means, each having first angle ends 62a and 62b which cooperate with the angled portion means 19a and 19b of such friction wedges, and second angled end means 64a and 64b which cooperate with the angled portion means 65a and 65b of spring seat means 66.
  • First and second wear liner means 68a and 68b are disposed on either side of said first and second shoe means. Each being anchored to said housing means 24 against both lateral and longitudinal movement.
  • the release wedge means 46 includes a horizontally extending body portion means 70 and first and second tapered end means 61a and 61b which cooperate with said angled surface means 59a and 59b of said friction wedge means whereby defining a angled relationship with respect to said major axis 20.
  • the spring seat means 66 has a recessed portion means 67 located in the center thereof and also includes angled surface means 65a and 65b which as previously stated are designed to cooperate with the angled end means 64a and 64b of the shoe means. An angled relationship is thus defined with respect to said major axis or center line 20.
  • the spring seat means 66 bears against a first series or middle coil spring means 23 and the first interconnected multiple segmented elastomer column or elastomer spring means 41, as well as a second series or corner coil spring means 38a, 38b, 38c and 38d, as well as the corresponding second interconnected multiple segmented elastomer columns or elastomer spring means 45a, 45b, 45c and 45d.
  • the contact is maintained via the spring harness means 83a and 83b.
  • the recess means 67 located in spring seat means 66 carries the inner coil means 30 which bears directly against the release wedge 46 whereby the angled portion means 61a and 61b can be brought against the corresponding portions of the friction wedge 59a and 59b.
  • a first angle system means of 100 or alpha exists between the first group of angled portions 19a and 19b of the friction wedges and said first group of angle means 62a and 62b of the shoe means 60a and 60b. I have found this angle to be about 53 degrees, plus or minus 2 degrees, for optimum performance.
  • the shoe means 60a and 60b have a second angle system 102 or beta, between the second group of angle means 64a and 64b which cooperate with the angle means 65a and 65b of the spring seat means 66.
  • angle beta is about 66 degrees, plus or minus 2 degrees, for optimum performance.
  • the third angled system 104 or gamma which I have found to be important, is that existing between the second group of angled surface means 59a and 59b of the friction wedge means 18a and 18b and the angled means 61a and 61b of the release wedge means 46. I have discovered that in order to achieve optimum release characteristics, the angle gamma should be about 60 degrees, plus or minus 2 degrees.
  • the invention hereunder consideration involves specific angles and the use of both a coil spring, as well as an interconnected multiple segment elastomeric column spring means or monoblock, such as 41, (shown in FIGS. 12 and 13).
  • a coil spring provides these benefits.
  • the spring rate of a coil is linear. After the high initial spring rate contributed by the coil spring, it is desirable and necessary to have a very high spring rate resistance such as that contributed by an elastomer means during the final stages of travel of the draft gear.
  • the particular combination hereunder consideration contributes about 50 tons of resistive force at the end of travel.
  • the first series of elastomer spring, such as 41, is an interconnected multiple segment elastomeric columnar device, and is positioned inside of the space envelope created by each helical coil spring, this resulting in a configuration of one larger elastomer spring/coil spring unit 72 being surrounded by four similar corner units 74a, b, c and d of a lesser diameter.
  • the centrally located elastomer spring/coil spring 72 directly abuts the main spring seat while the corner units 74a, b, c and d seat against auxiliary spring seats or spring harnesses, which, in turn, abut the main spring seat.
  • the elastomer springs, as well as the coil springs are subject to a preload in the axial direction.
  • the term "free height" is the length of the elastomer spring or column as it exists as a component as shown in FIG. 12. That is, the height prior to incorporation into the draft gear and preloading. When the draft gear is not subject to any outside loading, the at rest or preload height is less than the free height, as is the volume inside each coil spring. This condition is shown in FIG. 2.
  • the full compression height is the condition which results when maximum compression of the draft gear has been achieved, resulting in the minimum height of the coil spring column and a minimum or full compression inside volume. This condition is shown in FIG. 15. It should be noted that the volume of the elastomer column does not change.
  • each elastomer column must have supplementary support or guidance acting on it during its operation. This is accomplished by the specific dimensioning of the inside diameter helical steel coil in which is resides. By acting as a tube encircling the elastomer column, the coil spring limits the column's freedom to lean and buckle under axial loading, during operation of the draft gear.
  • the durometer hardness of the elastomer must be compatible with this environment, that is, a draft gear with a 31/4" travel to full compression.
  • the elastomer material must be soft enough to provide enough elasticity over the full range of travel. If the elastomer is too hard, it will not return to datum after being compressed to its full compression height.
  • the durometer hardness of the elastomeric columns should be about 40 Shore D scale, plus or minus 3 points. An elastomer material with about this hardness will operate over the full travel range and yet be tight between the housing rear wall and the spring seat or harness. It should be noted that loose, non-loaded parts within a draft gear assembly are an undesirable condition to be avoided in the operation of any gear.
  • the volume of elastomer material of the first and second series of elastomer column springs must be about 113%, plus or minus 2%, of the inside envelope of the coil spring at its full compression height, as shown in FIG. 15. As each combination spring unit approaches and achieves full compression height, during operation of the draft gear, the approximately 13% excess, plus or minus 2%, of elastomer will bulge as at 76 partly around the innermost point on the spring's bar helix but not far enough to become pinched between the coils as they close upon one another.
  • Including more than the above volume of elastomer will result in excessive bulge and pinching of the elastomer between the coils of the spring, causing undesirably high forces as the coil spring unit approaches its full compression height.
  • Using less than the recommended volume of elastomer material will diminish the efficiency of the combination elastomer spring/coil spring unit.
  • the elastomer material volume is less than 113%, plus or minus 2%, of the full compression inside envelope, it is also more difficult to achieve the dimensional proportions necessary to prevent buckling of the elastomer column.
  • the initial compression distance between free height and preload height of the elastomer column spring should be at least 20%, plus or minus 2%, of the distance measured between free height and the full compression height, when the draft gear is subjected to maximum compression. I call this latter distance the maximum compression distance. That is, the distance the column is compressed in going from its free height shown in FIG. 12, for example, to its preload height shown in FIG. 2, divided by the distance the column is compressed in going from its free height to its height at full compression shown in FIG. 15. This value should be at least 20%, plus or minus 2%. Adequate initial compression or preload of the elastomer material is needed to insure that the elastomer column remains tight in the draft gear assembly at all operating positions and temperatures. Also, sufficient preload of the elastomer material will maintain tightness of the column in the event that any setting of the material occurs over a period of time.
  • the outside diameter 78 of the elastomer column at its widest point must be 89%, plus or minus 2%, of the inside diameter 80 of the coil spring in which it resides, when the column is at its preload height in the draft gear. If the outside diameter 78 is greater than about 91% of the coil spring inside diameter 80, excessive bulging and pinching of the material will occur as the elastomer spring/coil spring unit nears its full compression height shown in FIG. 15. An elastomer spring material diameter of less than about 87% of the I.D. of the coil spring allows too much freedom for the elastomer column to buckle as it is compressed.
  • the number of elastomer segments, such as 82 in FIG. 14, employed in the elastomeric column should also be selected to augment the conditions stated above. Deviating from the optimum number of segments by more than plus or minus one will adversely affect the performance of the elastomer spring.
  • the larger centrally located elastomer column 41 comprises five interconnected segments, while the corner elastomer columns 45a-45d each contain nine segments. If too few segments are employed, the bulges tend to be excessive at full compression and pinching between the coils may result. Too many segments makes the elastomer column more difficult to form, due to the length and diameter proportions of the individual segments. An excessive number of segments may also not yield an outside diameter that is large enough to effectively limit buckling, i.e., 89%, plus or minus 2%, of the coil spring inside diameter.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Springs (AREA)
  • Gears, Cams (AREA)
  • Vibration Dampers (AREA)
US07/288,663 1988-12-22 1988-12-22 Friction elastomer draft gear Expired - Lifetime US4960215A (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US07/288,663 US4960215A (en) 1988-12-22 1988-12-22 Friction elastomer draft gear
CA002002013A CA2002013C (fr) 1988-12-22 1989-11-01 Appareil de traction a organes de frottement en elastomere
AU44467/89A AU618223B2 (en) 1988-12-22 1989-11-07 Friction elastomer draft gear
MX018353A MX166165B (es) 1988-12-22 1989-11-14 Engranaje de succion de elastomero de friccion

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Application Number Priority Date Filing Date Title
US07/288,663 US4960215A (en) 1988-12-22 1988-12-22 Friction elastomer draft gear

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US4960215A true US4960215A (en) 1990-10-02

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MX (1) MX166165B (fr)

Cited By (39)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5152409A (en) * 1990-12-21 1992-10-06 Westinghouse Air Brake Company Draft gear assembly
GB2281114A (en) * 1993-08-16 1995-02-22 Urzadzen Mechanicznych Kamax S Buffer
US5452814A (en) * 1993-01-11 1995-09-26 Westinghouse Air Brake Company Variable angle friction clutch mechanism for a draft gear assembly
US5590797A (en) * 1995-05-10 1997-01-07 Westinghouse Air Brake Company Friction clutch mechanism for high capacity draft gear assembly and method of reconditioning draft gear with such friction clutch mechanism
WO1998049042A1 (fr) * 1997-04-30 1998-11-05 Fabryka Urzadzen Mechanicznych Kamax S.A. Procede et dispositif pour absorber l'energie de chocs, notamment dans des attelages automatiques de vehicules sur rails
RU2145558C1 (ru) * 1997-07-17 2000-02-20 Фабрика Ужондзень Механичных Камакс С.А. Поглощающий аппарат для железнодорожных автоматических сцепок
RU2150620C1 (ru) * 1997-03-06 2000-06-10 Фабрика Ужондзень Механичных Камакс С.А. Эластомерный амортизатор
RU2150400C1 (ru) * 1997-04-30 2000-06-10 Фабрика Ужондзень Механичных Камакс С.А. Поглощающее устройство
US6488162B1 (en) * 2001-07-19 2002-12-03 Miner Enterprises, Inc. Draft gear for a reduced-slack drawbar assembly
US20050022946A1 (en) * 2003-07-31 2005-02-03 Douglas Domel Drive mechanism for motorized window coverings
RU2350501C1 (ru) * 2007-08-22 2009-03-27 Открытое акционерное общество "Научно-производственная корпорация "Уралвагонзавод" им. Ф.Э. Дзержинского Поглощающий аппарат автосцепки
US20120292279A1 (en) * 2011-05-16 2012-11-22 Wilt Donald E Railroad freight car draft gear
US8365930B2 (en) 2010-11-17 2013-02-05 Miner Enterprises, Inc. Railcar draft gear spring assembly and method of making an elastomeric spring unit
US20130153526A1 (en) * 2011-12-14 2013-06-20 Donald E. Wilt Railroad freight car draft gear assembly
US8939300B2 (en) 2010-09-17 2015-01-27 Miner Enterprises, Inc. Friction/elastomeric draft gear
US8985355B2 (en) 2013-01-22 2015-03-24 Miner Enterprises, Inc. Railcar draft gear assembly and related method for assembling a railcar draft gear
RU167995U1 (ru) * 2015-09-17 2017-01-16 Олег Николаевич ГОЛОВАЧ Поглощающий фрикционный аппарат
US9669848B2 (en) 2011-03-10 2017-06-06 Trinity North American Freight Car, Inc. Energy absorption/coupling system for a railcar and related method for coupling railcars to each other
RU172487U1 (ru) * 2016-10-24 2017-07-11 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
RU172488U1 (ru) * 2016-03-14 2017-07-11 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
RU2631085C2 (ru) * 2015-09-17 2017-09-18 Олег Николаевич ГОЛОВАЧ Поглощающий фрикционный аппарат
US9789888B2 (en) 2014-08-25 2017-10-17 Miner Enterprises, Inc. Railcar draft gear assembly
WO2018023187A1 (fr) * 2016-08-04 2018-02-08 Олег Николаевич ГОЛОВАЧ Amortisseur à frottement
RU2646764C2 (ru) * 2016-01-11 2018-03-07 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
WO2018064741A1 (fr) * 2015-06-18 2018-04-12 Олег Николаевич ГОЛОВАЧ Amortisseur à frottement
RU2654173C1 (ru) * 2017-07-05 2018-05-16 Алексей Петрович Болдырев Фрикционный поглощающий аппарат
RU180936U1 (ru) * 2017-05-12 2018-06-29 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
EA030780B1 (ru) * 2015-08-21 2018-09-28 Олег Николаевич ГОЛОВАЧ Поглощающий фрикционный аппарат
RU2669875C1 (ru) * 2017-05-12 2018-10-16 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
EA030977B1 (ru) * 2015-10-28 2018-10-31 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
WO2018195640A1 (fr) * 2017-04-29 2018-11-01 Олег Николаевич ГОЛОВАЧ Amortisseur à frottement
US20180355947A1 (en) * 2016-02-22 2018-12-13 Aleh Nicolaevich Halavach Friction shock absorber
EA031599B1 (ru) * 2016-10-03 2019-01-31 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
EA033029B1 (ru) * 2015-12-21 2019-08-30 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
RU193922U1 (ru) * 2019-01-09 2019-11-21 Олег Николаевич ГОЛОВАЧ Поглощающий аппарат
EA033874B1 (ru) * 2016-08-04 2019-12-04 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
EA035109B1 (ru) * 2016-02-08 2020-04-28 Олег Николаевич ГОЛОВАЧ Фрикционный амортизатор
WO2021183224A1 (fr) * 2020-03-12 2021-09-16 Amsted Rail Company, Inc. Ensemble appareil de choc et de traction à double friction
US11320020B2 (en) 2017-06-21 2022-05-03 Aleh Nicolaevich Halavach Friction shock absorber

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RU2399805C2 (ru) * 2008-01-18 2010-09-20 Эдуард Петрович Дергачёв Буфер

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US4305514A (en) * 1979-11-16 1981-12-15 Midland-Ross Corporation Plate-type friction draft gear
US4591059A (en) * 1984-08-17 1986-05-27 Miner Enterprises, Inc. Railroad car draft gear assembly with friction bore wear liners
US4735328A (en) * 1986-12-15 1988-04-05 Miner Enterprises, Inc. Split wedge draft gear with center friction plate

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US4809419A (en) * 1988-01-21 1989-03-07 American Standard Inc. Method of and apparatus for reconditioning railway car draft gears

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
US3386597A (en) * 1967-01-12 1968-06-04 Midland Ross Corp Railway car friction-type draft gear
US4305514A (en) * 1979-11-16 1981-12-15 Midland-Ross Corporation Plate-type friction draft gear
US4591059A (en) * 1984-08-17 1986-05-27 Miner Enterprises, Inc. Railroad car draft gear assembly with friction bore wear liners
US4735328A (en) * 1986-12-15 1988-04-05 Miner Enterprises, Inc. Split wedge draft gear with center friction plate
US4735328B1 (en) * 1986-12-15 1993-11-16 Split wedge draft gear with center friction plate

Cited By (53)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5152409A (en) * 1990-12-21 1992-10-06 Westinghouse Air Brake Company Draft gear assembly
US5452814A (en) * 1993-01-11 1995-09-26 Westinghouse Air Brake Company Variable angle friction clutch mechanism for a draft gear assembly
US5495957A (en) * 1993-01-11 1996-03-05 Westinghouse Air Brake Company Variable angle friction clutch mechanism for a draft gear assembly
US5501347A (en) * 1993-01-11 1996-03-26 Westinghouse Air Brake Company Variable angle friction clutch mechanism for a draft gear assembly
US5529194A (en) * 1993-01-11 1996-06-25 Westinghouse Air Brake Company Variable angle friction clutch mechanism for a draft gear assembly
AU670275B2 (en) * 1993-01-11 1996-07-11 Westinghouse Air Brake Company Improved variable angle friction clutch mechanism for a draft gear assembly
GB2281114A (en) * 1993-08-16 1995-02-22 Urzadzen Mechanicznych Kamax S Buffer
GB2281114B (en) * 1993-08-16 1997-05-07 Urzadzen Mechanicznych Kamax S Buffer
US5590797A (en) * 1995-05-10 1997-01-07 Westinghouse Air Brake Company Friction clutch mechanism for high capacity draft gear assembly and method of reconditioning draft gear with such friction clutch mechanism
RU2150620C1 (ru) * 1997-03-06 2000-06-10 Фабрика Ужондзень Механичных Камакс С.А. Эластомерный амортизатор
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AU618223B2 (en) 1991-12-12
AU4446789A (en) 1990-06-28
CA2002013A1 (fr) 1990-06-22

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